Dispatching and scheduling system



July 1o, 1934.

E. W. YEARSLEY DISPATCHING AND SCHEDULING SYSTEM Filed Deo. 29, 1926' 3 sheets-shew s 'sa S INVENTOR ATTOR NEY Patented July 10, 1934 1,966,058 y nisPAremNG AND sonEDULnvG SYSTEM Eugene W. Yearsley, Brooklyn, N. Y., assignor to Otis Elevator Company, New York, N. Y., a corporation of New Jersey Application December 29, 1926, serial No. 157,769

I uling systems and particularly to such systems as applied to a plurality of elevators arranged in a group.

The principal object of the invention is to improve the operation of elevators arranged in a group by the provision of a dispatching and scheduling system by means of which a schedule such as will give efilcient and satisfactory service is maintained.

One feature of the invention resides in the provision of such a system wherein starting signals are given the various elevator cars of the group in such manner that the cars may be started from a dispatching floor at regular intervals of time.

Another feature is the provision of such a system in which the starting signals for the cars are given in the order of their arrival at a dispatching floor regardless of the order in which they previously received their starting signals so that, if one car passes and arrives at this floor ahead of another, it takes precedence in the order of receipt of a starting signal.

A third feature resides in the provision of such a system in which a starting signal is given to only one car at a time in the event that two or more cars areat a dispatching floor at the same time.

A fourth feature is the provision of such a system wherein, in the event that all cars have received their starting signals and have left a dispatching oor prior to the arrival of another car and this other car does not arrive at this door until after the expiration of a predetermined time interval after the giving of the last preceding of said starting signals, the giving of the starting signal for this other car is delayed.

A fifth feature is the provision of such a system which involves the giving of signals to the starter and to the intending passengers at a dispatching floor to notify them in advance as to the car which will be the next to leave that floor.

A sixth feature is the provision of such a system which involves the giving of a signal to the operator of a car at a dispatching floor to notify him in advance that his car is to be the next to leave that oor.

A seventh feature is the provision of such a sys tem in which the time intervening between the giving of successive starting signals may be varied.

An eighth feature involves the provision of such a system in which one or more of the cars may be cut out of this system without disturbing the operation of the system with respect to the other cars. 4

A ninth feature resides in the provision of such a system in which any one of the cars may be temporarily cut out of this system to permit the car to proceed to a floor beyond a dispatching (Cl. ITI-336) floor without disturbing the operation of the system with respect to the other cars and in which, the car, upon its being reincluded in the system and its return to this dispatching fioor, is given the signal to start in the order of its return with respect to the arrival of the other cars.

Other features and advantages will become apparent from the following description and the appended claims.

In the drawings:

Figure 1 is a schematic representation of a bank of three elevators, as illustrative of a plurality of elevators arranged in a group;

Figure 2 is a schematic representation of a dispatch panel;

Figure 3 is a schematic representation of timing apparatus suitable for use in carrying out the invention;

Figure 4 is a detail of the above apparatus taken along line 4--4 of Figure 3;

Figure 5 is a detail of the above apparatus taken along line 5 5 of Figure 3;

Figure 6 is a detail of the above apparatus taken along line 6 6 of Figure 3;

Figure i is a detail of the above apparatus taken along line 7W-'7 of Figure 3;

Figure 8 a detail of the above apparatus taken along line 8-8 of Figure 3;

Figure 9 is a side view of an electromagnetic relay suitable for use in the system in conjunction with the above apparatus; and

Figure i@ is a simplified of a dispatching and scheduling system involving the principles of the invention.

In order that the invention may be readily understood, it has been illustrated and will be described as applied to a system of three elevators arranged in a group, although it is to be understood that it is equally applicable to any number of elevators. Referring particularly to Figure l, these elevators will be hereinafter referred te as elevator No. 1, elevator No. 2 and elevator No. 3, the elevator cars of these elevators being riesignated by the numerals l1, 12 and. i3 respectively. Each elevator comprises hoisting 1i.- a... passing over a hoisting drum 15 from the elevator i car to the counterweight 16; a motor 1'! for driving the drum 15, thus effecting the raising and lowering of the car and counterweight; and an electromagnetic brake 18 for bringing the motor and therefore the car and counterweight to stop.

It will be assumed that the first floor is a dispatching iioor, this floor being indicated in Figure 1 by the reference numeral 20. The signals for notifying the starter and intending passengers at this floor in advance as to the car which is the next to leave this floor may be lights and have been so represented. There may be one of these lights for each elevator car, the lights being designated 21, 22 and 23 for elevators No. 1, 2 and 3 respectively. These lights are associated 'with their respective cars and are positioned so as to be readily visible to the starter and intending passengers so that they may easily ascertain the car which is to be the next to leave. Tl'iese lights have been illustrated as the usual up hall lights for the cars at the first door owing to the fact that their location suits them admirably for this purpose. For convenience of description, therefore, these lights will be hereinafter referred to as hall lights.

The signal for notifying the operator of a car in advance that his car is to be the next to leave this dispatching floor also may be a. light and has been so represented. There is one of these lights for each elevator car, they being designated 24, 25 and 26 for elevators No. 1, 2 and 3 respectively. Each of these lights is associated with its car and is positioned so as to be readily visible to the operator of that car. These lights may be either within or without their respective cars. In the event that a peep hole is provided in the wall of each car, as may be done for example in the closed type of car wherein such a hole may be utilized by the operator to ascertain the position of the car in the hatchway, these lights may be positioned in the hatchway, as illustrated, so as to be visible through the peep holes in their respective cars with the cars at the first floor. On the other hand, if the cars are not provided with peep holes for another purpose and it is desired to arrange the lights in the hatchway, peep holes may be provided in the walls of the cars for the special purpose of observing the lights. For convenience of description, these lights will be hereinafter referred to as notification lights.

The starting signals for the elevator cars may be either visual or audible or both visual and audible signals may be employed. There is one of these starting signals for each elevator car, these signals being represented as lights and being designated 27, 28 and 29 for elevators No. 1, 2 and 3 respectively. Each of these lights is associated with its elevator car and is positioned so that it may be seen by persons at the dispatching floor and by the operator of the car for which it is provided. These lights may be mounted on the door jambs of the doors at the dispatching floor for the respective elevators, as illustrated. In this position, each light would be readily visible to the starter and intending passengers at the dispatchingfloor as well as by the operator of the car for which it is provided when he is at the dispatching floor with the door open. On the other hand, two starting lights maybe provided for each car, one without the car so as to be readily visible to the starter and one within the car for the convenience of the operator. In the event that such an arrangement were employed, the wires for the lights in the cars could be run in traveling cables carried by the cars. This would also be true in the event that the notification lights were arranged within the cars. For convenience of description, however, the starting lights will be assumed to be mounted on the door jambe as illustrated.

Apparatus suitable for controlling the giving of the hall and notification signals and for causing the giving of the starting signals at the desired intervals is illustrated schematically in Figure 3. This apparatus may be mounted on a dispatch panel 19 arranged in a box 30 at the dispatching floor, the box being indicated in outline in Figure 1. A schematic arrangement of the apparatus on this panel is illustrated in Figure 2, to which figure, as well as Figure 3, reference may be had for an following description.

This apparatus comprises three switching mechanisms, all of which are operated by the motor 31. One of these switching mechanisms is for causing the lighting of the hall and notification lights for the cars as they arrive at the dispatching iloor and for selecting the car for which these lights will be lighted and for which the starting signal will thereafter be given in the event that two or more cars are at this floor at the same time. This mechanism is indicated as a whole by the reference numeral 32 and will hereinafter be known as the car selector. Another of these switching mechanisms is for causing the lighting of the starting lights for the cars, This mechanism is indicated as a whole by the numeral 33 and will hereinafter be known as the start signal mechanism. The remaining of these switching mechanisms is for causing the stopping of the operating motor 31 to delay the giving of a starting signal in the event that there are no cars at the dispatching floor and that a car does not arrive at this floor within a predetermined time interval after the giving of the last preceding starting signal. This mechanism is indicated as a whole by the numeral 34 and will hereinafter be known as the signal delay mechanism.

The car selector 32 comprises three switches 35, 36 and 37, for elevators No. 1, 2 and 3 respec' tively, and an operating cam for each switch. These cams are secured on a rotatable shaft 38 and are designated 40, 41 and 42, cam 40 being positioned on the shaft for operating switch 35, cam 41 for operating switch 36 and cam 42 for operating switch 37. The details of these switches and their cams are shown in Figures 4, 5 and 6. As these switches are of the same construction, only one of them, for example switch 35, will be described. As may be seen upon reference to Figure 4, this switch comprises a bell crank operating lever 43, pivotally mounted on a fixed shaft 44. The contacts of this switch are designated 45. The movable contact 46 of these contacts is carried by one arm of lever 43 and the stationary contact 47 is disposed in the path of movement of the movable contact. The other arm of the lever is forked to carry an operating roller 48. A spring 50 is provided for biasing the lever into position with the roller in engagement with the cam 40. The lobes for cams 40, 41 and 42 are designated 51, 52 and 53 respectively. For an installation of three elevators, the cams are so positioned on shaft 38 that these lobes are spaced 120 degrees circumferentially. The cams may be secured to shaft 38 by set screws 39 so as to permit their correct positioning and adjustment. Each switch has its contacts maintained separated by its biasing spring so long as its operating roller is not in engagement with the lobe of its cam. Upon the engagement of a lobe and the roller of a switch, however, that switch is operated to cause the engagement of its contacts against the force of its biasing spring, as illustrated for switch 36 in Figure 5. For convenience in describing the wiring diagram (Figure 10), the

contacts of switch 36 are designated 54 and the contacts of switch 37 are designated 55,

Rotativo movement is imparted to the cams by the motor 31 through the worm 56 and worm gear 57, the worin being on the motor shaft 58 and the worm gear being secured to shaft 38. It

understanding of the will be assumed that the motor is rotating in such direction as to impart clockwise rotative movement to the cams as indicated by the arrows in Figures 4, 5 and 6. Continued rotative movement of the cams from the positions illustrated will result in the lobe 52 of cam 41 moving from under the operating roller for switch 36, the biasing spring for this switch operating at the same time to maintain the roller in engagement with the caxn and, as a result, effecting the separation of the switch contacts 54. Upon the lobe 51 of cam moving under the operating roller 48 of switch 35, the contacts are moved into engagement, these contacts being separated again by spring as the lobe moves from under the roller as in the case of switch 36. The same sequence of operations occurs 120 degrees later for switch 37 to effect the engagement and separation of contacts 55. These operations continue so long as motor 3l is operating.

It is to be understood that the number of these switches and their cams would be in direct proportion to the number of elevators in the group and the cams would be positioned on shaft 38 accordingly. Thus. if there were six elevators in the group to be controlled by the car selector, six of these switches would be provided. Each switch would have an operating cam, with the circumferential positions of the cams on shaft 38 such that their respective lobes were spaced degrees.

The start signal mechanism 33, the details of which are shown in Figure 8, comprises a switch 60 common to all the elevators and an operating cam 61. 'I'his cam is adjustably secured on a shaft 62 as by a set screw 63. The lobe of this cam is designated 64. The switch 60 is of the same construction as the switch 35 (Figure 4) and comprises a pivotedbell crank lever 65, an operating roller 66, a biasing spring 67 and the switch contacts 68. As in the case of the switches of the car selector, upon lobe 64 moving under roller 66 during the rotative movement of cam 61, contacts 68 are moved into engagement against the force of spring 67. As the lobe moves out from under the roller, these contacts are separated by the action of the biasing spring. I

The signal delay mechanism 34the details of which are illustrated in Figure 7, comprises a switch 70 and an operating cam 71. This cam also is adjustably secured on shaft 62 as by a set screw 72. The lobe of this cam is designated 73. The construction of switch 70 is similar to that of Switch 60, the switch comprising a pivoted bell crank lever 74, an operating roller 75, a biasing spring 76 and the contacts 77. As distinguished from the switches previously described, however, the contacts 77 of this switch are maintained in engagement by spring 76 so long as lobe 73 and roller '75 are not in engagement. As the lobe 73 moves under the roller 75 during rotative movement of the cam 71, however, the separation of these contacts against the force of spring 76 is effected, the contacts being moved 'f back into engagement again by the spring'as soon as the lobe moves from under the cam.

Rotative movement is imparted to cam 61 of the start signal mechanism and to cam 71 of the signal delay mechanism by the motor 31. A worm gear 78 is mounted on the shaft 62. This gear-is driven by a worm 80 on one end of shaft 8l. On the other end of this shaft is secured a friction disc 82. This disc is driven by the friction wheel 83 mounted on shaft 38. As previously explained the shaft 38 is driven by the vtightening the set screws.

motor 31 through worm 56 and worm gear 57. Assuming that the motor is operating, the friction disc 82 is driven by the friction wheel 83. The disc 82 in turn, .acting through worm 80 and worm gear 78, causes the rotative movement of cams 6l and 71. It is to be noted that, owing to the greater reduction, the speed of rotative movement of cams 61 and 71 is much slower than that of cams 40, 41 and 42. With the direction of rotation of motor 3l such as to impart clockwise rotative movement to cams 40, 41 and 42 of the car selector, the rotative movement of cams 61 and 71 will be counterclockwise as indicated by the arrows in Figures 7 and 8. With the relative angular positions of the cams as illustrated in Figures 7 and 8, this counterclockwise rotative movement of these cams results first in the separation and reengagement of contacts 77 of the-signal delay mechanism and thereafter the engagement and reseparation of contacts 68 of the start signal mechanism. The ma( tor will continue in rotation and, therefore, the operation of the start signal mechanism and the signal delay mechanism will continue so long as there is a car at the dispatching floor at the time that contacts 77 of the signal delay mechanism are separated. As will be seen from later description, however, should no car be at the dispatching oor at the time that contacts 7'.7 separate, the motor 31 will be stopped.v

It is desired to have the lobe 64 of cam 61 lag behind the lobe 73 of cam 71 as illustrated in Figures 7 and 8. The amount of this lag depends upon the requirements of the particular installation. The angular positions of these cams may be adjusted to meet the particular requirements by loosening the set screws 63 and 72, setting the cams in the positions desired and re- 'Ihe purpose of this lag will be explained later.

If it is'desired to vary the time interval intervening between the giving of successive starting signals, this may be accomplished by changing the rotative speed of cam 6l of the start signal mechanism 33. This change in speed may be effected by shifting the friction wheel 83 closer to or farther from the axis of rotation of the friction disc 82. A suitable arrangement for shifting wheel 83 is illustrated in Figure 8. In the form illustrated the shaft 38 is tubular. An adjusting knob is provided at the end of this shaft, .this knob comprising a knurled head 92 and a shank 85 extending from the head into the shaft. The shank 85 is fitted Within the shaft so as to permit its ready rotative movement with respect thereto. A set screw 86 extends through the side of the shaft and has a reduced portion extending into a groove 87 in the shank, thus holding the knob in place in the shaft. A threaded adjusting shaft 88 extends from the shank axially of the shaft 38 through a nut 90. The friction wheel is secured to the nut by means of set screws 91 extending through the hub of the lwheel and having reduced portions passing through an elongated slot extending axially in the shaft 38, these reduced portions terminating in suitable recesses provided in the nut. Thus, by turning the knurled head 92 relative to the Lshaft 38, the shank, and therefore the threaded shaft 88, is turned relative to the nut 90, causing movement thereof axially of shaft 38 and therefore the shifting of the friction wheel.83 relative to the axis of rotation of the friction disc 82.` In this manner, the speed of rotative movement of the cam v6l may be varied and the time interval intervening between the successive operations of the switch 60 of the start signal mechanism may be varied. As will be seen from later description, this results in the variation of the time interval intervening between the giving of successive starting signals.

A plurality of switches, one for each elevator, are provided to actin conjunction with the above described apparatus to control the giving of the hall, notification and starting signals and the operation of motor 31. Each of these switches is arranged to operate as its respective elevator car arrives at the dispatching floor. A suitable arrangement for this portion of the system is to position a switch in each elevator hatchway to be operated by a cam carried by the elevator car in that hatchway as it arrives at the dispatching floor, as illustrated in Figure 1. Referring to this iigure, these switches are designated 95, 96 and 97 for elevators No. 1, 2 and 3 respectively. The operating cams carried by the cars are designated 98, 99 and 100 for switches 95, 96 and 97 respectively. As each of the switches is of the same construction, only one of them, for example switch 95, will be described. This switch comprises a bell crank operating lever 102, pivotally mounted on a bracket 103. The switch is provided with two pairs of contacts, these pairs being designated 104 and 105. ri'he movable contact of each pair is carried by one arm of lever 102 and the stationary contacts are disposed in the path of movement oi their respective movable contacts. The other arm of this lever carries an operating roller 106. A springl 107 biases the lever to a position where its operating roller is extended into the path of cam 93, this position being determined by a stop formed by an extension of the lever 102 and a cooperating lug on the bracket 103. The engagement of cam 98 and roller 106 effects the engagement of contacts 104 and of contacts 105 against the force oi spring 107. Upon the disengagement oi the cam and roller, spring 107 causes the separation of the contacts, the switch assuming the position illustrated for switches 96 and 97. For convenience in describing the wiring diagram (Figure 10), the contacts of switch 96 are designated 111i and 111 and those of switch 97 are designated 112 and 113.

A plurality of electromagnetic relays, one for each elevator, are provided to act in conjunction with switches 95, 96 and 97, the car selector 32 and the start signal mechanism 33 to control the giving of the hall. notification and start signals. These relays may be mounted on the dispatch panel 19 as illustrated in Figure 2. For convenience in describing the wiring diagram, these reiays are indicated by the reference characters A, B and C for elevators No. 1, 2 and 3 respectively. These relays are of the saine construction and, therefore, only one of them, for example relay A, will be described. This relay is illustrated in side elevationin Figure 9. The switch frame 111i is mounted on the dispatch panel 19 and has a core 115 for the operating coil 116. A portion 117 o1 the frame extends outwardly to form a pivotal support for lthe operating lever 118. This lever has an armature member 120 positioned to be attracted when coil 116 is energized. The relay is provided with two pairs oi forward or closing cont-acts 121 and 122 (see Figure 2) and one pair oi back or opening contacts 123. The upper portion of the operating lever 118 is T shaped, the movable contacts of the forward contacts being carried by the cross member 121i oi the T (see Figure 2). As each pair of forward contacts insegner 121 and 122 are identical in construction, only the contacts of one pair will be described. The movable contact 125 of contacts 121, as illustrated in Figure 9, is slidably mounted in an aperture formed in one end of the cross member 124, being insulated therefrom by an insulating bushing 126 and washer 127. The bushing and washer are mounted on the contact stem 128 with the flange 130, formed on the bushing, abutting against contact block 131. Nuts 132 serve to hold the parts in assembled relation and also serve for connecting the movable contact in the system. The cross member 124 is arranged between flange 130 and washer 127, being maintained against the washer with the relay in open position by means of spring 133.

The stationary contact 134 for movable contact 125 is disposed in the path of movement thereof. The support 135 for the stationary contact is mounted on the panel 19. The contact block 136 of the stationary contact is arranged in a contact holder 137 adjustably secured to the support 135.

The movable contact 1390i' the back contacts 123 is identical in construction with movable contact 125, being slidably mounted in the lower end of the operating lever 118. The stationary contact 140 of contacts 123 is of the same construction and is supported in the same manner as stationary contact 134, being disposed in the path of movement of movable contact 138.

Upon coil 116 being energized, armature member 120 is attracted, causing the engagement of contacts 121 and 122 and the separation of contacts 123. This relay is so constructed that during the rst part of the movement of the operating lever about its pivot to the extent of causing the initial engagement of the forward contacts, the lower end of the lever does not move suiilciently to effect the separation oi the back contacts 123 but only to permit the expansion of the spring for the movable contact 138. Further movement of this lever, however, results in the separation of the back contacts 123 with the forward contacts moving into their fully engaged positions. For convenience in describing the wiring diagram, the operating coil of relay B is designated 141, the forward contacts 142 and 143 and the back contacts 14a while the operating coil of relay C is designated 145, the forward contacts 146 and 147 and the back contacts 148. These relays operate in the same manner as relay A, the forward contacts of each engaging before its back contacts separate.

The cutting out of one or more of the elevator cars from the dispatching and scheduling system without disturbing the operation of the system with respect to the other cars may be controlled by manuallly operated switches. These switches may be mounted on the dispatch panel 19 as illustrated in Figure 2, there being one of these switches for each elevator. The switches have been illustrated in this figure as simple double pole knife switches, they being designated 150, 151 and 152 for elevators No. 1, 2 and 3 respectively.

The temporary cutting out of each elevator car from the dispatching and scheduling system to permit the car to proceed to a iioor beyond the dispatching floor without disturbing the operation oi the system with respect to the other cars may be controlled by a manually operated switch for that car. rl'hese switches may be mounted in their respective elevator cars as illustrated in Figure 1. The switches have been illustrated, as

in the case of switches 150, 151 and 152, as simple double pole knife switches, the switch in elevator car 11 being designated 153, that in elevator car 12 being designated 154 and that in elevator car 13 being designated 155.

Reference may now be had to Figure 10 which illustrates diagrammatically suitable control circuits for the dispatching and scheduling system. No attempt has been made in this figure to show certain of the parts, such as the cams carried by the cars and the gearing oi' the timing apparatus nor has attempt been made to maintain the relative relationships of the parts shown, a "straight wiring diagram being employed wherein the contacts and coils of the electromagnetic relays are separatedand the parts of other apparatus are illustrated in such manner as to render the circuitsinvolved relatively simple. The reference numerals employed to designate the coils and contacts of the relays will be appended to the reference letters employed to designate these relays as a whole. For example; coil A 116 is the operating coil of the relay A, while forward contacts B 142 are one of the pairs of forward contacts of the relay B. The armature of motor 31 is designated 156 while the field winding of this motor is designated l157. The supply lines are indicated as 158 and 159. 160 is a double pole knife switch for connecting the'system to the supply lines. In order to suit the type of wiring diagram employed, the blades oi' this switch are shown separated.

It will be assumed that switch 160 is closed and 4the system is in operatiomthat all three elevators fare cut in the dispatching and scheduling system, ,1. e., that switches 150, 151, 152, 153, 154 and 155 are closed, that no car is at the dispatching fioor,

car 12 having just received its starting signal and left the floor, and that car 11 is nearing the floor. The field winding 157 and armature 156 of motor 31 are energized and the motor is rotating, The circuit for field winding 157 may be traced from supply line 158, through the left-hand blade of switch 160, line 161, by way of line 162 through iield winding 157, line 163, through the righthand blade of switch 160, to supply line 159. The circuit for the armature of motor 31 may be traced from supply line 158, through the left-hand blade of switch 160, line 161, line 164, through signal delay mechanism switch contacts 77, line 165, by way of line 166 through armature 156, line 163, through the right-hand blade of switch 160, to supply line 159. As illustrated, the remainder of the circuits are open at this instant.

Upon the arrival of car 11 at the dispatching floor (see Figure 1), the engagement of cam 98 with the operating roller of switch causes the engagement of contacts 104 and 105. Assuming that, at the instant that cam 98 is about to engage the operating roller, the position of start signal mechanism cam 61 and signal delay mechanism cam 71 with respect to the operating rollers of their respective switches is as illustrated in Figure 10, the engagement of contacts is without effect as contacts 77 are in engagement,

the engagement of contacts 105 simply completing a circuit between lines 161 and 165, in parallel with line 164 and contacts 77, to the armature 156 of motor 3l. The engagement of contactsy 104, however, prepares circuits for the hall light 21, notification light 24 andstarting light 27 for elevator No. 1. In the event that car selector cam 40 is in such position as ,to cause contacts 45 to be in engagement at the time that the engagement of contacts 104 occurs, the engagement of contacts 104 also completes the circuit for the operating coil A 116 of relay-A. If not, however, the engagement of contacts 45 will occur immediately after the engagement oi contacts 104, owing to the fact that the car selector cams are rotating ata fairly rapid speed, thus completing the circuit for this coil. Assuming that the circuit for coil A 116 has been completed; it may be traced from supply line 158, through the left-hand blade of switch 160, line 161, by way of line 167 through one blade of switch 150 and one blade of switch 153, through contacts 104 by way of line 168 through the other blade of switch 150 and the other blade of switch 153, by way of line 170 through coil A 116, line 171, through contacts 45, by way of line 163 through back contacts A 123 of relay A, back contacts B 144 of relay B and back contacts C 148 oi relay C, through the right-hand blade of switch 160, to supply line 159. Relay A, upon operation, causes first the engagement of its forward contacts A121 and A 122 and immediately thereafter the separation of its back contacts A 123 as previously explained. The separation of con- 100 tacts A 123 renders the successive engagement of the car selector contacts 45, 54 and 55 due to the continued rotation of motor 31 without effect. The engagement o! contacts A 121 further prepares the circuit for the starting light 27 for 105 car 11. The engagement of contacts A 122 completes the circuits for the hall light 21 and notification light 24 for car 11. The circuit for the hall light may be traced from the supply line 158, through the left-hand blade of switch 160, line 161, by way of line 167 through one blade of switch 150 and one blade of switch 153, through contacts 104 by way of line 168 through the other blade oi' switch 150 and the other blade of switch 153, by way of line A170 through coil A 116 and 115 contacts A 122, by way of line 173 through hall light 21, line 163, through the right-hand blade of switch 160, to supply line 159. The notification light 24 is inline 174 in parallel with hall light 21. It is to be noted that the circuit from coil A 116 through contacts A 122 and the lights 21 and 24 in parallel by-passes the circuit for this coil through car selector contacts 45 and contacts A 123. Thus the engagement of contacts A 122 establishes a holding circuit i'or coil A 116 as well as causing the lighting of the hall and notification lights. In order to insure the establishment of this holding circuit, the separation of the back contacts A 123 is delayed until after the engagement oi' forward contacts A122 130 and the car selector is so designed that its conl tacts 45 remain in engagement for a period sufiicient'to permit the operation of the relay.

With the hall light for elevator No. 1 lighted, the intending passengers at the dispatching hoor and the starter are notified that car 1l is to be the next car to leave. The operator of the car is also notied that his car is to be the next to leave owing to the lighting of the notification light. Thus the passengers both leaving and entering the car may be handled with maximum dispatch so that the car may be ready to ieave upon the receipt of the 'starting signal. During this time the motor 31 is rotating, not only causing the successive operations of the car selector switches but also causing 'the lobes o. cams 61 and 71 to near the operating rollers oi' their respective switches. As previously explained. however, cam 6l of the start signal mechanism lags behind the cam 71 of the signal delay mech- 150 146, through contacts 68, line 176, line 163, through the right-hand blade oi' switch 160, to supply line 159. The operator of car 13, upon receiving his starting Signal, closes the door, and the car gate if provided, and starts his car in the up direction. Uponthe separation of contacts 112 and of contacts 113, as a result of cam moving off the operating roller for switch 97, the circuit for motor amature 156 is maintained by way o1 contacts 77 but the circuit for the operating coil C 145 of relay C, the hall iight 23 and notiilcation light 26 is broken as is also the circuit for the starting light 29 providing this circuit has not been broken already by the reseparation of contacts 68.

In the event that car 11 does not arrive at the dispatching floor until after car 13 has left, the operation of the system as regards car 11 is the same as previously described for this car upon its arrival at the iioor. the dispatching floor before car 13 has left, the system-automatically takes care of this condition. Assume that car l1 has arrived at .the dispatching iioor before the giving of the starting signal for car 13. The engagement of con-I tacts completes another by-pass circuit around contacts 77 to the motor armature 156. The engagement ot contacts 104 prepares circuits for coil A 116, and lights 21, 24 and 27. The circuit for coil A 116 cannot be completed by car selector contacts 45 at this time as contacts C 148 are separated. Therefore, the hall light 21 and notification light 24 for car 114 are not lighted. Also, upon the engagement oi start signal mechanism contacts 68, the circuit for only start light 29 for car 13 is completed owing to the fact that contacts A 121 are separated. Upon car 13 leaving the dispatching iloor, the circuit for the hall and notification lights 23 and 26 is broken as is the circuit for the starting light 29, if not already broken. Also the circuit for coil C 145 is broken and the relay C drops out, causing the reengagement of contacts C 148. With contacts C 148 in engagement, the next engagement of car Aselector contacts 45 completes the circuit for coil A 116,

relay A operating as previously described to cause the lighting of the hall and notication lights 2l and 24 for elevator No. 1. Upon the expiration of the predetermined time interval after the giving of the starting signal for car 13, contacts 6B of the start signal mechanism again engage, completing the circuit for the starting light 27 for elevator No. 1. The system operates in the same manner regardless of the cars involved.

-Thus not only does the ilrst car to arrive at a dispatching oor receive the starting signal, regardless of the order in which the starting signals were previously given, but also only one car is given a starting signal at a time in the event @that there are more than one car at the dispatching oor. Furthermore, it is to be noted that the hall and notiiication signals are given for only one car at a time, this car being the one rst to arrive at the dispatching floor and that ii' two cars are at the dispatching floor at the same time, the hall and notification signals are not given for the second car to arrive until after the nrst car leaves this iloor. This is true regardless of whether the second car arrives bei'ore or after the giving of the starting signal for the first car.

Although it would be very unusual, in case or a large number of elevators in the group for which the dispatching and scheduling system .were provided, two or more cars may arrive at Should car 11 arrive at yline 183 through one blade of each et s the dispatching oor before another ait at this oor, has left. In such an event, the car selector will cause the giving of the hsil notification signals for oniy one ci i after the car, which was already left and only this one car then rece signal. After this one car leaves, t causes the giving of the hail .t signals for another of these cars n. .r the giving of its starting signal. The motor 31 will continue in operation se zong as there is acar at the dispatching floor at the time that the signal delay mechanism switch contacts 77 are separated. In the event that there is no car at the dispatching fiocr at this time, the separation of contacts 77 kraehe circuit for motor armature 156, causing t. to stop. The apparatus is so arranged t tacts 77 are maintained open long enough by cam 71 to insure that the motor will ccme te a electromagnetic brake, to assist t of the motor. The cams of the car; se signal mechanism and signal .ciels a stop with the motor so that there is ne Leitner operation of these mechanisms.' Upcn the rival of a car at the dispatching iioor, however, the circuit for the motor armature is riempie? i and the motor again starts in operating, convenience of description, assume the. ahead of the other cars but is late in the dispatching oor to the extent that es 77 have been separatedV and the stopped. The engagement of contacts iii 12 arrives at this floor completes tra the motor armature 156. This ci. traced from the supply line 1.5i? three hand blade of switch i60, line 161, Way of 183 through one blade ci each of switches il.; 154, through contacts 111, line 1134, line 165. way of line 166 through motor 163, through the right-hand blade ci switch lie, to supply line 159. The motor 31 thereupon starts in operation and, assuming that car selector contacts 54 were not in engagement at the time contacts were closed by cam 99 for engagement of these contacts, as raciti of rotation o! motor 3l, completes the i operating coil B 141 of relay B. This crrcmt may be traced from supply line 158, through the left lm, hand blade of switch 160, line 161, by way o! line M" 183 through one blade of each of switches i5?. and.154, through contacts 110, by way cf iine through the other blade of each cf switches im and 154, by way of line 186 through cnil T5 is line 187, through contacts 54, l'ne 186, by .la line 163 through contacts A 123,' conta and contacts C 148, through the right-h. of switch 160, to supply line 159, operation, causes the engagement 142 and of contacts B 143 and the sepai contacts B 144. The engagement of c` 142 further prepares the circuit for light 28 for car 12. The engagement ci B 143 completes the 'circuit for the hai?. and notication light 25 for car 12. This may be traced from supply line left-hand blade of switch 160, line and 154, through contacts 110, by way ci line 135 through the other blade of each sfvitri and 154, by way of line 186 through ce contacts 143, through lights 22 and 25 n er. by way of lines 190 and 191 respectively, .time 1.63 throughthe right-hand blade of switch 159, te

supply line 159. As in the case of elevators Nos. 1 and 3, this circuit also serves as a holding circuit for the coll B 141.

As regards the signal delay mechanism and the start signal mechanism, the motor 31, as a result of its resumption of operation, first causes the lobe of cam 71 to move from under the operating roller for the signal delay mechanism switch, thus permitting the reengagement of contacts 77. The engagement of contacts 77 is without effect at this time, however, other than to complete a circuit in parallel with contacts 111 to the motor armature. The cam 61 of the start signal mechanism, lagging behind cam 71, does not cause the engagement of contacts 68 and, therefore,- the lighting of starting light 28 for car 12 until after the expiration of a predetermined time interval after the arrival of the car at the dispatching floor. Thus, when a car is late to this extent, a certain amount of time is allowed for the handling of passengers. As previously explained, the amount of this lag, and therefore the time elapsing before the giving of the starting signal under such conditions, depends upon the requirements of the particular installation. Upon the engagement of contacts 68, a circuit is completed for starting light 28, which circuit may be traced from supply line 158, through the left-hand blade of switch 160, line 161, by way of line 183 through one blade of each of switches 151 and 154, through contacts 110, b'y way of line 185 through the other blade of each of switches 151 and 154, light 28 and contacts B 142, line 175, through contacts 68, line 176, line 163, through the right-hand blade of switch 160, to supply line 159. The operator of car 12, upon receiving his starting signal, closes the door, and car gate if provided, and starts his car in the up direction.

Thus it is seen that when due to traiic conditions, all cars have left the dispatching oor andno car has arrived at this floor within a prescribed time after the giving of the last preceding starting signal, the giving of a starting signal is delayed until after a car has arrived at the dispatching floor. Under such conditions, when a car arrives at the dispatching floor, a starting signal is given this car in the shortest possible time thereafter to enable the passengers to leave and enter the car. It may be desirable in certain installations to cause the starting signal to be given to a late car immediately after its arrival at the dispatching floor. 'Ihe amount oftime elapsing after the arrival of a late car before a starting signal is given is determined by the angular spacing of cams 61 and 71. In this way, no confusion arises nor is time wasted by a late car waiting unduly at the dispatching floor.

In the event that it is desired to cut out one or more cars from the dispatching and scheduling system, the manually operable switches corresponding thereto on the dispatch panel are opened. This may be done by the starter or other attendant in charge of the dispatch panel. Assume that it is desired to cut car 11 out of the system. In this event switch 150 is opened. lIt is to be noted that switch 150 is individual to the circuits for this car. 'I'he opening of this switch, therefore, does not disturb the operation of 'the system with respect to the other cars. Car 11 may be shut down entirely or it may continue in operation. In the event that it is allowed to continue in operation, upon its arrival at the dispatching fioor, the operation of switch 95 to close its contacts 104 and 105 is without effect as no circuits can be completed owing to the fact that switch 150 is open. When it is desired to restore the car to the dispatching and scheduling system, the switch 150 is closed.

It may be that the operator of a car may desire to temporarily cut out his car from the dispatching and scheduling system. He may do this by temporarily opening the manually operable switch provided in his car. Assume, for example, that the operator of car 12 desires to cut out his car in order to run to the basement. In this event he opens switch 154 before the arrival of the car at the first floor. As in the case of switch 15G for car 11, switch 154 is individual to car 12. The opening of this switch, therefore, does not disturb the operation of the system with respect to the other cars. Furthermore, the engagement of contacts 110 and of contacts 111, as the car arrives at the first floor, is without effect as no circuits can be completed owing to the fact that switch 154 is open. It is to be noted in this connection that the failure to light the hall light for this car eliminates confusion as the intending passengers and starter will thus know that the car is not to be occupied as an up car. Thus the car may proceed to the basement without disturbingy the functioning of the system. Prior to the return of the car from the basement to the dispatching floor. the operator closes switch 154. If, upon its return to the dispatching oor, no other car is at this floor, the hall and notification signals will be given for car 12 and later the starting signal will be given. If, however, there is another car already at the fioor, car 12 will not receive its hall, notification and starting signals until after this other car leaves, as previously explained. Thus, the car, upon its being reincluded in the dispatching and scheduling system and its return to the dispatching fioor, receives its starting signal, as well as its hall and notification signals, in the order of its return with respect to the arrival of the other cars at this iioor.

Various factors are important in determining the amount of time which is to elapse between the giving of each successive starting signal. Such factors include the type of service; the number of elevators in the group; the height of the building; the speed of the individual cars; the number of stops made by each car during a round trip; the time consumed in starting and stopping; and the time consumed at the floors when stops are made such as is governed by the number of passengers to be handled and the time required to control the doors, and car gate if provided. Obviously, therefore, a time interval between the giving of successive starting signals which would satisfy the requirements for one particular installation may fail to satisfy the requirements for another installation. The position of the friction wheel 83 (Figure 3) with respect to the axis of rotation of disc 82 is adjusted, therefore, to give a time interval between starting signals which will meet the average requirements of the particular installation. It is to be understood that the traffic conditions may vary during different portions of the day. In order to meet these changes of condition, the starter or attendant in charge of the dispatch panel may, by turning the lmurled head 92, shift friction wheel 83 closer to the axis of rotation or disc 82 and thus shorten the time required for one complete rotation of start signal mechanism cam 61 or shift the friction wheel away from the axis of rotation of disc 82 and thus lengthen the time required for one complete rotation of cam 61.

til

Obviously, with the time required for one complete rotation of cam 61 shortened, the time inm tervening between the successive engagements of start signal mechanism contacts 68 is shortened and the time interval between the giving of successive starting signals becomes less. On the other hand, with the time required for one complete rotation of cam 61 lengthened, the time intervening between the successive engagements of contacts 68 is lengthened and the time interval between the giving of successive starting signals becomes greater. It is to be understood that the varying of this time interval may be accomplished in a variety of ways as, for example, by employing a variable speed motor such as a series wound motor, varying the speed of this motor as by variable resistance arranged in shunt to the motor armature. Also the varying of the time interval may be accomplished automatically, as by using clock mechanism to shift the wheel 83 as desired at certain times during the day or to vary the speed of the operating motor as by varying the shunt resistance across the armature of a series wound motor, in the event that such type oi.' variable speed motor were employed.

The above described system is particularly applicable to elevator installations wherein each car of the group is under the control oi an operator. The operator may ,control both the starting oi the car and stopping o! the car, as in the case o! straight car switch control or the case wherein, upon the moving of the car switch to a cerm tain position, the car is stopped automatically at the next landing, or he may control only the starting of the car with the stopping automatic as in response to push buttons in the car, one for each landing, or a push button at each landing or both. No controlsystems for the cars have been shown, therefore, owing to the fact that the above described system has such a wide range of application.

Although the system has beeen described as having the dispatching floor at the first iioor, it is to be understood that any other door may he employed for this purpose, if desired. iiitliezu more, more than one floor may be utiisii as a dispatching ioor if desired, as for example the rst and the top oors. In such event, the apparatus described could be employed to control t ze ears at both iioors or separate apparatus could be employed for each dispatching door, as desired.

lin the system as above described, the cars are started from the dispatching floors at regular in tervals. After leaving the dispatching hoor, the operator answers all signals not answered by other cars throughout the round trip, or the car is stopped automatically in response to the pushing oi buttons by passengers, depending upon the type of system. Thus no time is lost and if one car passes another and arrives at the dispatching :floor rst, as previously explained this car starting signal and thereafter maintains a diiierent place in the schedule until overtaken and passed by another car. Thus not only is a satisfactory schedule maintained but also the anion in the system as disclosed. .l fno-is without their e t the dispatching iioor, only Wiring is required. As previousiy int?, these lights may lx: arranged in other ways, certain of them being piaceri in cars if desired.

What is claimed is:

ln In a dispatching and scheduling system for a plurality oi elevator cars; a starting signal for each of said cars; mechanism adapted upon each. t operation to cause the giving of one e! said stintn ing signals; means for causing said mechanism normally to operate at regular intervals of time: and means dependent upon the order of arrival of the cars at a predetermined point for determining which of said starting signals is given in response to each operation of said mechanism.

2. In a dispatching and scheduling system for a. plurality of elevator cars; a. dispatching hoor; a starting signal for each of said cars; mechanism adapted upon each operation to cause the giving of one oi said starting signals; means for saus ing said mechanism normally to operate at regn ular inten/ais of time; and means operated upon the arrival o! a car at the dispatching door to cause the given in response to the n operation o s mechanism to he for that a plurality of elevator cars; a dispatching is c. l a starting signal for each of said cars; mechanism adapted upon each operation to cause the giving of one oi said starting signals; means causing said mechanism normally to operate at successive predeerznined intervas of time; for causing the starting signai given te each operation ci' said mechanism to ce for a car positioned at the dispatching riser; and means m for selecting the car for which the starting signa'i is given in the event that there are two or cars at the dispatching" iioor at the time said mechanism operates,

i. In a dispatching and scheduling system for s. plurality of elevator cars; a dispatching iioor; a plurality of switches, one for each oi' said cans; means for operating each ci said switches upon the arrivai of its oar at the dispatchingiioor; a

f tartinft ligh o ier each ot i lieti operated, or. arise the 'iigiituig of the starting iight for the car corresponding to the switch op crateri' ineens for causing the operation of said switch r intervals of ti i e;

:n of s that said switch;

. patching door, regardless of the order of previous departure.

'7. in a dispatching and scheduling system for a plurality oi elevator cars wherein each car is started upon receipt of a starting signal; mechanism adapted upon each operation to cause a starting signal to be given; means for causing successive operations of said mechanism; and means for causing the giving of a starting signal to ce delayed -in the event that no cars have reached a predetermined point upon the expiration oi a predetermined time interval after the giving oi* the last preceding starting signal.

8. Tn a dispatching and scheduling system for a urality of elevator cars wherein each car is terted upon receipt oi' a starting signal; mecha- 'o""m adapted upon each operation tocause a tartine; signal to be given; means tor causing E v'said mechanism normally to operate at regular intervals; and means for causing the giving oi a starting signal to be delayed in the event that there are no cars at a predetermined point upon the expiration ci a predetermined time ln- :lterval after the last preceding operation oi said mechanism.

Q. ln a dispatching and scheduling system for e plurality oi elevator cars; a dispatching door; a starting signal for each oi said cars; mechamsm adapted upon each operation to cause the giving of one of said starting signals; means for causing successive operations of said mechanism; and means for causing the giving of a starting signal to he delayed in the event that there are no cars the dispatching door upon the expiration ci a predetermined time interval after the ci the last preceding starting signal.

lo. in a dispatching and scheduling system for plurality of elevator cars; a dispatching 'lcor; a, starting signal for each oi said cars; mechanism adapted upon each operation to cause the giving of one or said starting signam; means for causing said mechanism normally to operate at regular time intervals; means for causing the starting signal given in response to each operation said mechanism to he for a car positioned at the dispatching floor; and means for causing the giving of e. starting signal to oe delayed, in the event that there are no cars at the dispatching floor upon the expiration of a predetermined time interval after the giving of the last preceding starting signal, at least until a car arrives at dispatching 17.001.

ii. in a dispatching and scheduling system for plurality oi elevator cars; a dispatching door; tarting signal for each said cars; mechanism pted upon each operation to cause the giving one of said starting signals; means for caus- "aid mechanism normally to operate at reguirne intervals; means for causing the starting signal given in response to each operation oi said mechanism tc he for a car positioned at the dispatching door; and means for causing the giving a starting signal to he delayed. in the event Lion of predetermined time inthe giving ci" the last preceding startai, until the expiration of a certain time i car arrives at the dispatching there are no cars at the dispatching fioor.

l2. In a dispatching and scheduling system for a plurality of elevator cars wherein each car is started from a dispatching iloor upon receipt of a starting signal for that car; mechanism adapted upon each operation to cause the giving oi a starting signal; means for causing said mechanism normally to operate at regular time lntervals; means for causing the order in which said starting signals are given to be in the order in which said cars arrive at said dispatching iioor, regardless of said order; and means for causing the giving of the starting signal tor the next car to arrive at said floor to be delayed, in the event that there are no cars at said floor upon the expiration of a predetermined time interval after the giving of the last preceding starting signal, until said next car arrives at said floor.

13. In a dispatching and scheduling system for a plurality of elevator cars; a dispatching floor; a plurality of signals, one for each of said cars, for indicating the car which is to be the next to leave the dispatching floor; mechanism for causing the operation or said signals when the cars for which they are provided are at the dispatching floor; and means for preventing said mechanism causing the operation o! the signal for more than one car in the event that there are two or more cars at the dispatching door at the same time.

14. In a dispatching and scheduling system for a. plurality or elevator cars; a dispatching door; a plurality of signals, one for each of said cars, for indicating to the starter and intending passengers the car which is to be the next to leave the dispatching floor; a plurality of additional signals, one for each car, each ci said additional signals being for indicating to the operator ot the car for which it is provided that his car is to be the next to leave the dispatching iloor; mechanism for causing the operation of both the iirst named signals and the additional signals when their respective cars are at the dispatching floor; and means for causing the first named signal and additional signal ior only one car to be operated in the event that there are two or 12;) more cars at the dispatching door at the same time.

l5. In a dispatching and scheduling system for a plurality of elevator cars; a dispatching iloor; a plurality o! signals, one for each oi said cars, for indicating the car which is to he the next to leave the dispatching hoor; mechanism for causing the operation ci each of said signals when the car for which it is provided arrives at the dispatching door; and means for causing the operation of the signal for any car to be delayed, in the event that there is a car already at the dispatching floor at the time that said car arrives at said floor, until the car already at said iloor leaves.

16. In a dispatching and scheduling system for a plurality ci elevator cars; a dispatching floor; a starting signal for each ci said cars; mechanism adapted upon each operation to cause the giving of one of said starting signals; means for causing said mechanism normally to operate at regular time intervals; means for causing the starting signal given in response to each'operation of said mechanism to be only for a car positioned at the dispatching licor; an additional signal for each elevator car, said additional signals being for indicating which car is to he the next to leave the dispatching floor; and mechanism for causing the giving of the indicating signal for a car only when it is at the dispatch- 150 leave the dispatching iloor; a plurality oi start' ing signals,.one for each o! said cars; mechanisxn for causing the operation o! each o! said indicating signals as the car for which it is provided arrives at said dispatching door; means for causing the operation of any one of said indicating signals to be delayed. in the event that there is a car already at the dispatching floor at the time that the car for which it is provvided arrives at said door, until the car already at said oor leaves; additional mechanism adapted upon each operation to cause the operation of one of said starting signals; means for causing successive operations of said mechanism; and means for causing the starting signal operated in response to each operation -of said additional mechanism to be for a car for which an indieating signal is operated.

18. In a dispatching and scheduling system for a plurality of elevator cars wherein each car is started from a dispatching floor upon receipt of a starting signal for that car; means for including any number of said cars in said system; mechanism adapted upon each operation to cause the giving o! a starting signal; means for causing said mechanism normally to operate at regular time intervals; and means for causing the order in which said starting signals are given to be in the order in which the cars in eluded in the system 'arrive at said dispatching door, regardless of the order of arrival of the cars or the number oi.' cars included.

19. In a dispatching system for a bank of elevators, means for transmitting dispatching signais at successive intervals of time, means for each of said elevators tor receiving said dispatching signal, and means operable by the arrival of a plurality of said elevators at a terminal for conditioning only the receiving means for the liirst of said elevators arriving at said terminal for receiving the dispatching signal and operable by the departure of said-rst arriving elevator for conditioning the receiving means for the elevator next arriving at said terminal to receive the next successive signal.

20. In a dispatching system for a bank of elevators, means for transmitting dispatching signais at successive intervals of time, means for each of said elevators for receiving said dispatching signals, and means operable by the simultaneous presence o! a plurality of said eleva tors at a terminal for conditioning the receiving means for said elevators to receive successive dispatching signals in the order in which said elevators arrive at said terminal.

21. In a dispatching system for a plurality of elevators. means for transmitting dispatching signals at successive intervals of time, means for each of sai-d elevators for receiving said dispatch'- ing signals, means operable by the arrival of any of said elevators at al terminal for conditioning sponsive to the absence o! all of said elevators from said terminal when said dispatching signai .is transmitted for maintaining said signal untii nal, and means operable responsive to the ab- 'ously arrived car is still at the door.

the arrival of one of said elevators at minal.

22. In a dispatching system for a plurality elevators, means for transmitting dispatching signals at successive intervals of time, means ier each of said elevators for receiving said signal i means operable by the arrival of said cars at terminal for conditioning the receiving means for the associated car to receive said dispatching sigsence of any of said elevators from said terminal when a dispatching signal is transmitted for maintaining said transmitted signal active the arrival of the first of said elevators to suisse quently approach said terminal.

23. In a signal system for a bank of elevators operable from a terminal, means at said terminal. for each of said elevators for indicating that i associated elevator will be the next car to d from said terminal, means operable by the arr of said elevators at said terminal for acteerts ing the associated signal, and means operable the presence of a plurality of said elevator.; said terminal for permitting actuation of on one oi said signals at a time and in the orde.. which said elevators arrive at said termina/ 24. In an elevator system including a of elevators operable from a terminal, means for giving dispatching signals to said elevators successive intervals ci time in the ord-er in sv said cars arrive at said terminal, a floor signal said terminal for each of said elevators, and` means for actuating said floor signals one at time in the order in which said elevators are te receive said dispatching signals. my-

25. In a dispatching and scheduling system for a plurality of elevator cars; a. dispatching door;

a starting signal for each ci lsaid. cars; rneciiafu nism adapted upon each operation to cause the giving of one of said starting signals; means, eective under conditions when at least one ce u M is present at said dispatching iloor at the ration of a predetermined time after each operai tion of said mechanism, for causing said mechav nism to operate at regular intervals of time; e means operated upon the arrival ci a. car i dispatching fecr cause the gi" response to the next operation. of said me nism to be for that car provided that no previn 26.1na dispatching and scheduling system for a plurality of elevator cars; a dienste ricer; a starting signal for of sa mechanism adapted upon each operation te cause the giving of one of said starting signals; means, effective under conditions when at least one car is present at said dispatching floor at the expiram tion of a predetermined time after each operarticn oi said mechanism, for causing o ein anism to operate at regular intervals of tin-ie; and means operated upon the arrival ofa car at the dispatching floor to cause the signs; in'response to a subsequent operation s. te be for that car.

2'?. In a dispatching and scheduling system a plurality ci elevator cars; a dispatching il. a starting signal for each of said cars; operating mechanism for said starting signais; means, et fee-tive under conditions wh is present at "d 'ii ci cned the dispatching Floor r and scheduling system V.stator cars; a disnatchi for each oi said cars; dented, upon each operation thereg when one of said cars is present at 4isn,etching door, to cause the giving of ffl startng signals; means, effective "ons when at least one oar is prese ocr expiration oi ols, '5 a 2 If alter each. operation ol i n of said mechanism, to he 's present at the dispatching oing and scheduling system rior ci said cars; operation thereof t least one oi said cars is hresent f door, to lng signals; at leest one car is pres i'ioor at the expiration o a after each operation oi said ing said mechanism to operu is of time; and means for rned tA ching and scheduling system ior vator cars; a dispatching floor; each oi said cars; mechanism h ooera on thereof occurring sain at said dispatch canse the giving of one ci said startis; conditions i ans, enective under one car is present at said dispatch he expiration of a predetermined h operation of said mechanism., for anisrn to o o e su cessively intervals ai. time; i

i ival a car Ae ooperating with said incohstarting signal given in ren. of niecfianisn'i. to

, n adapted, upon each operation thereof f least one of said cars is pres- 'ang iioor, to cause the li j; Sign a plurality of switches, one for each of said cars; means for operating each of said switches upon the arrival of its car at the disjcatching floor under conditions when no other car is at said dispatching iioor at the time of arrival of each of said cars; a plurality of starting lights, one for each of said cars; switching mechanism cooperating with each of said switches, said switching mechanism being adapted, upon each operation thereof occurring when one of said cars is present at said dispatching door, to cause the lighting of the starting light a car, the switch for whicii has heen operated; and means, effective under conditions when the car having its switch operated arrived at said dispatching floor prior to the expiration of a predetermined time after the preceding operation of said switching mechanism, for causing said switching mechanism to operate at successive predetermined equal intervals of time.

33. ln a dispatching and scheduling systernjor a plinality oi elevator cars; a dispatching oor; plurality oi' switches, one for each of said cars; means for operating each of said switches upon the arrival of its car at the dispatching floor; switching mechanism adapted, upon each operation thereof occurring when at least one of said cars is present at said dispatching oor, to cause the lighting oi' a starting light for the car correspending to the switch operated; means, c iective under conditions when at least one car is present at said dispatching door at the expira" tion oi a predetermined time after each operation switching mechanism, for causing said switching mechanism to operate at regular interals of time; and means for determining the car for the starting light is lighted in the event that two or more of said switches are operated the time that said switching mechanism the expiration of a predetermined time after each o tion oi mechanism, for causing said to operate at regular time intervals; for causing the order in `which said stai ting signais are given, under conditions wh re the time of arrival of each car at said dispatching floor no more than one other car is then present at said dispatching floor, to he in the order in which said cars arrive at said dispatching floor even though said cars arrive at said dispatching floor in an order different from that in which they previously arrived at said dispatchi ing door.

'in a dispatching and scheduling system rality oi? elevator cars; a dispatchmg Fie starting signal for each of said cars; mechanism adapted, upon each operation thereof occurring when at least one of said cars is present at said dispatching door. to cause the giving of one ci said starting signals; ineens, effective unconditions en at least one Car is present a each operation of said mechanism occurring when at least one of said cars is present at said dispatching floor, to be for a car positioned at the dispatching iloor and for causing the order in which said starting signals are given to be in the order in which said cars arrived at said dispatching oor, regardless of the order of previous departure, provided that at the time of arrival of each car at said dispatchingrfloor no more than one other car is then present at said dispatching floor.

36. In a dispatching and scheduling system for a plurality of elevator cars; a dispatching floor; a starting signal for each of said cars; mechanism adapted, upon each operation thereof occurring when one of said cars is present at said dispatching floor, to cause the giving of one of said starting signals; means, effective under conditions when at least one car is present at said dispatching floor at the expiration of a predetermined time after each operation of said mechanism, for causing successive operations of said mechanism; and means for causing the giving of a starting signal to he delayed in the event that there are no cars at the dispatching floor upon the expiration of said predetermined time interval after the giving of the last preceding starting signal.

37. In a dispatching and scheduling system for a plurality of elevator cars; a dispatching floor; a starting signal for each of said cars; mechanism adapted, upon each operation thereof occurring when at least one of said cars is present at said dispatching floor, to cause the giving of one of said starting signals; means, eiective under conditions'when at least one car is present at said dispatching floor at the expiration of a predetermined time after each operation of said mechanism, for causing said mechanism to operate at regular time intervals; means for causing the starting signal given in response to each operation of said mechanism occurring when at least one of said cars is present atsaid dispatching fioor, to be for a car positioned at the dispatching iioor; and means for causing the 'giving of a starting signal to be delayed, in the event that there are no cars at the dispatching door upon the expiration of said predetermined time after the giving of the last preceding starting signal, at least until a car arrives at the dispatching floor.

38. In a dispatching and scheduling system for a plurality of elevator cars wherein each car is started from a dispatching floor upon receipt of a starting signal for that car; means for including any number of said cars in said system; mechanism adapted, upon each operation thereof occurring when at least one of said cars is present at said dispatching door, to cause the giving of a starting signal; means, effective under conditions when at least one car is present at said dispatching oor at the expiration of a predetermined time after each operation of said mechanism for causing said mechanism to operate at regular time intervals; and means for causing the order in which starting signals are given to be in the order in which the cars in,- cluded in the system arrive at the dispatching floor so long as at the time of arrival of each car at said dispatching floor no more than one other car is then at said dispatching floor, regardless of the order of arrival of the cars or the number of cars included.

39 In a dispatching and scheduling system for a plurality of elevator cars wherein each car is to be started from a dispatching oor upon the operation of a starting signal for that car; a plurality of starting signals, one for each of said cars; means responsive to the arrival of any of said cars at said dispatching floor, in the event that at the time of arrival of each of such arriving cars thereat no other car is at said dispatching floor, for rendering operable the starting signal for such arriving car, regardless of the order in which said cars arrive at said dispatching oor; mechanism adapted, upon each operation thereof occurring when one of said starting signais is in such operable condition, to cause the giving of such operable starting signal regardless of the positions of all cars other than the car for which the starting signal is operable; and means, effective under conditions where said arriving car arrives at said dispatching oor after the departure of the preceding car from said dispatching oor in response to its operated starting signal, and prior to the expiration of a predetermined time after the preceding operation of said mechanism that caused the operation of the starting signal for such preceding car, to cause the next operation of said mechanism to occur at the expiration of a given repetitive scheduling interval after the preceding operation thereof, and thus to cause the operation of the operable starting signal for the arriving car at a scheduled time after the operation of the operable starting signal for the preceding car.

40.' In a dispatching and scheduling system for a plurality of elevator cars wherein each car is to be started from a dispatching floor only upon the operation of a starting signal for that car; a plurality of starting signals, one for each of said cars; means responsive to the presence of any one of said cars at said dispatching iioor when no other car is at said dispatching floor for rendering operable the starting signal for such car present at the dispatching floor and for rendering ineffective the starting signals for all other cars; switching mechanism common to the starting signals for all the cars adapted, upon each operation thereof occurring when one of said cars is present at said dispatching floor and when the starting signal for such car is in such operable condition, to cause the operation of only such operable starting signal, regardless of the location of all cars other than such car which has its operable starting signal thus operated; and means, effective in the event that after such operation of said switching mechanism land thus, after the operation of the starting signal for such car then at theV dispatching iioor, and before a predetermined time after such operation of said switching mechanism, such car for which the starting signal was operated departs, and any one of the other cars, regardless of any numerical or other sequence among the cars, arrives at said dispatching iioor, to cause the next operation of said switching mechanism, and thus to cause the operation of the starting signal for such other car, upon the expiration of a definite scheduling interval after the immediately preceding operation of said mechanism, thus effecting under the operating conditions set forth the operation of the starting signals, and thus the dispatch of the cars lfrom the dispatching floor, at regular'intervals of time regardless of the order in which the cars arrive at said dispatching iioor.

4l. In adispatching and scheduling system for a plurality of elevator cars wherein each car is to be started -from a dispatching floor upon the operation of a starting signal for that car; a plurality of starting signals, one for each of CFI said cars: means responsive to the presence of any one oi said cars at said dispatching door for rendering operable the starting signal for such car present at the dispatching floor provided that no other starting signals are operative at that time; switching mechanism adapted, upon each operation thereof occurring when one or more of said cars are present at said dispatching floor and when the starting signal for such one car, or for one of such cars more than one, is in such operable condition, to cause the operation of such operable starting signal regardless of the location of all cars other than the car which has its operable starting signal thus operated; means for operating said switching mechanism at the expiration of a definite schedulinginterval after vthe preceding operation thereof, so that in the event that by the expiration of said scheduling interval the car which had its starting signal operated as a result of said preceding operation of said switching mechanism has leit said dispatching floor, and that any other car is then present at said dispatching door, and thus with its starting signal operable, the starting signal for such other car is operated regardless of any numerical or other sequence among the cars and regardless o1' the positions of all cars other than such other car; and means, eiective in the event that when said switching mechanism operates at the expiration of said scheduling interval no car is present at 'said dispatching door, for causing said operation of said mechanism to be eective to cause the operation oi' the starting signal for the car which first arrives at the dispatching iloor and has its starting signal rendered operable, immediately upon the arrival of such car and the rendering operable oi' the starting signal for such car,.regardless oi the positions of all cars other than such car, and regardless oi the time which has elapsed after the explration of said scheduling interval.

42. In a dispatching and scheduling system for a plurality of elevator cars; a dispatching floor; a starting signal for each of said cars; mechanism adapted, upon each operation thereof occurring when one of said cars is present at said dispatching floor, to cause the giving of one o! said starting signals; means, effective under conditions when at least one car is present at said dispatching door at the expiration of a predetermined time after each operation of said mechanism, for causing said mechanism to operate at regular intervals of time; means for causing the starting signal given in response to each operation of said mechanism to be only for a car positioned at the dispatching floor; an additional signal for each elevator car, said additional signals being for indicating which car is to be the next to leave the dispatching door; and mechanism for causing the giving oi the indicating signal for a car only when it is at the dispatching iioor and when it is to be the next to receive its starting signal and for causing each indicating signal to be given in advance of the giving o! said starting signal.

Lacasse 43. In a signal system for a baril: o oi three or more cars operable hV nais; a signal for each of said ele' f, oi' said terminals for indicating that i ated car is the car next to depart landing; means operable by the arr i car at said one terminal actuating -f nal associated with such arriving car; and means, operable by the presence at said one terminal of any one of said cars having its signal actu ated, for preventing actuation of the signal for each of the other two or more cars event said other cars arrive at said one term subsequent to the arrival o! said car havin signal actuated and prior to the departure ci said car from said one terminal.

44. In an elevator signal system for a pini' of cars; a landing served by said cars; a plnr of hall signals at said landing, one for each c said cars; switching mechanism for each of cars operable by car movement to cause the on eration of the hall signal for such car; e means, eiiective whenever said switching n nisms for two or more cars are in opera dition at the same time, to prevent the o of all of said hall signals except one, being the hall signal for one of such two c cars.

45. In an elevator signal system for a plurality of cars; a landing served by said cars; a plurality V" of hall signals at said landing, one for each ci saidcars; car-controlled switching mechanism. for each of said cars for causing the operatA f of the hall signal for the car for which it provided; means, effective while any one eration of all other of said hall signal means, eiiective when the car-controllecl the hall signals for any of such two or cars, in the condition normally incident eration of such hall signals, to insure the tion o! the hall signal for only one olf such two or more cars until said preventing means hecomes effective.

46. In an elevator signal system for a piluoi cars; a landing served by said cars; a pl of hall signals at said landing, one foi' c said cars; switching mechanism for each cars operable by car movement to cause eration of the hall signal for such car; means, eiective whenever said switching n tt.,l...-i nisms for two or more cars are in operated. ce' dition at the same time, to prevent the oper of all of said hall signals except one, sa i being the hall signal for one of such two or cars, said means including a make and lL mechanism in each of a plurality 0i circuits, l for each of said hall signals, for suc-ce making and breaking said circuits in rapid s cession.

EUGENE W. YEARS. 

